Oil-engine.



Patented Nov. i3, I900.

0|:L. ENlt-RLNE glicatiom filed: Dem. 28 1897-) (No Model.)

THE norms FEYERS on wofaumo wAsHmuYoN I a. c

UNITED STATES PATENT OFFICE.

JOSEPH DAY, OF WESTON-SUPER-MARE, ENGLAND.

OIL-ENGINE.

SPECIFICATION forming part of Letters Patent No. 661,599, dated November 13, 1900.

Application filed December 28, 1897. Serial No. 663.980. lNo model.)

To all whom it may concern:

Be it known that I, JOSEPH DAY, a subject of the Queen of Great Britain and Ireland, re-

siding at Weston-Super-Mare, in the county My invention has relation to hydrocarbon or like motive fluid engines; and it has for its object certain improvements whereby the construction of the engine is materially simplified and the space occupied thereby considerably reduced. 7

In the accompanying drawing I have shown by a vertical sectional view a vertical engine embodying my improvements, 0 indicating the power-cylinder,which is jacketed,as usual, for the circulation of a cooling agent and has formed therein four portsnamely, an air-intake port A and an exhaust-port O for the products of combustion and two ports band B, the former for the admission of air under pressure into the combustion-chamber of the power-cylinder c and the port B for the admission into said cylinder of hydrocarbon.

The power-cylinder is secured to or has formed at its lower end an air-chain ber F, and the hollow base for the engine constitutes the reservoir L for the liquid hydrocarbon, said reservoir being connected near its upper end with the air-chamber F by a by-path or pipe M, in which a suitable check-valve O is interposed.

The air-chamber F is preferably so constructed as to form a casing for the crank on the crank-shaft E, said chamber having fluidtight bearings for said crank-shaft to which a hollow piston D, open at its outer end, is connected in the usual manner through a connecting-rod G.

The reservoir L is connected by a by-path or pipe N with a passage leading to port B in the power-cylinder c, which port is controlled bya needle-valve I, which is or may be operated in a well-known manner from the crankshaft E, and the air-chamb r F is connected through a bypath or pipe with the air-distributing port in said cylinder.

To the upper end of the power-cylinder c is connected a pipe P in communication with a cup B through asuitable pipein which is in terposed a stop-cock T, having atwo-way passage S, and to said pipe P is attached a heater in the form of a lamp. In the upper or outer head of the power-cylinder is formed an opening 0' forthe igniter, which may be of any known description, as a hot tube, for exam ple, which I have deemed unnecessary to illus trate.

The ports A C B b are arranged relatively to the travel of the piston D to cause the engine to operate as follows: In starting, the cup R is filled with liquid hydrocarbon and the lamp Q lighted to heat the pipe P. The piston D may now be moved to the limit of its downstroke, thereby uncovering ports 0 B b, air from the chamber F flowing through port 1) into the combustion-chamber of the power cylinder above the piston D, the rotation of the crank-shaft being continued, thereby moving the piston inwardly and closing the ports 0 B b. If now the stop-cock T is manipulated to supply hydrocarbon to the highlyheated pipe P, vaporization will take place almost instantaneously, the vapor formed flowing into the combustion-chamber, which, together with the air therein, is compressed as the piston continues its upstroke, and before it reaches the limit of its inward movement the explosive compound is ignited, thus causing the piston to make its downstroke when the stop-cock Tis closed. moves upwardly a partial vacuum is formed in the air-chamber F, and as the port A is uncovered air rushes into said chamber. The downstroke of the piston has for its result as follows: closure of the air-port A, compression of the air in chamber F, and the forcing of a portion thereof into the reservoir L, uncovering of exhaust-port C and of ports B and b, and admission of air to the power-cylinder through port I), which assists in expelling the products of combustion. At the next upstroke the first-described operations are repeatednamely, the stop-cock T is again opened to admit hydrocarbon to pipe P, the closing of the ports 0 B b and the opening of As the piston the port A, and finally the ignition of the exvoir L under the pressuretherein and with air from the chamber F, as will be readily understood.

It will he observed that the air-port b and the hydrocarbon-port B are located almost diametrically opposite the exhaustport 0 and that said three ports will be open at a certain point of the downstroke of the piston D, while the exhaust-port C will remain open for a short period during the upstroke of said piston, and as said ports B and Z) are located nearly opposite exhaust-port C a portion of the airand hyd rocarbon supplied to the explosive-chamber of the power-cylinder is liable to escape therefrom with the products of combustion. To avoid this, I form on the inner face of the piston D proximate to said ports a ledge or projection K, which forms between it and the cylinder-wall a direct- V: ing;passage that directs the air and hydrocarbon admitted to the combustion-chamber inwardlyor upwardly toward t-hecylinderhead, so that the charge of air and hydro: carbon admitted under pressure will assist in driving out the productsof combustion without danger of waste of explosive fluid. It will furthermore be observed-that the port B for the admission of the hydrocarbon is located very near to and above the air-admission port I), so that the liquid hydrocarbon as it issues from port B is sprayed or atomized by the air and immediately vaporized by the heat radiated from the cylinder-walls and by the heated projection K, against which the hydrocarbon is projected as soon as port Bis uncovered by the piston D while the air is more orless heated, thus forming an explosive compound, which when ignited drives the piston D. It may finally be observed that inasmuch as the air-chamber F is in direct communication with the hollow piston D the pressure in said chamber will in a measure assist the momentum of the fly wheel or wheels usually provided on the crank-shaft, but not an air-compressing chamber, a passage connecting the two, means for checking backtlow of air from the reservoir to the chamber, the piston-cylinder having oil and air feed ports respectively in communication with said oilreservoirand air-com pressing chamber, means controlling the supply of oil to the cylinder, said oil-port proximate to, in line with and outwardly of said airport, exhaust and airintake ports in the cylinder practically opposite the aforesaid oil and air feed ports, said air-intake port adapted to be placed in communication with the air-compressing chamher, the piston whose movements control all of the aforesaid ports and a suitable igniter,

substantially as and for the purpose set fort h.

2. In a vertical hydrocarbon-motor, an oilreservoir, crank-casing and power-cylinder Q passage connecting the latter with the oilreservoir, a check-valve in said passage, oil and air feed ports in the cylinder respectively in communication with the reservoir and crank-casing, means controlling the supply of oil to said cylinder, said oil-feed port. proximate to, in line with and outwardly of airfeed port, exhaust and air-intake ports in the cylinder practically opposite the aforesaid oil and air feed ports, the piston having a deflector on the side of said feed-ports, the movements of said piston controlling all of the aforementioned ports and acting as a com pressor, said air-intake port located to communicate with the crank-casing at a certain point of the stroke of the piston, and a suitable igniter, substantially as set forth.

JOSEPH DAY.

Witnesses:

T. J. OSMAN, W. M. HARRIS. 

